JPH0369731B2 - - Google Patents
Info
- Publication number
- JPH0369731B2 JPH0369731B2 JP62117239A JP11723987A JPH0369731B2 JP H0369731 B2 JPH0369731 B2 JP H0369731B2 JP 62117239 A JP62117239 A JP 62117239A JP 11723987 A JP11723987 A JP 11723987A JP H0369731 B2 JPH0369731 B2 JP H0369731B2
- Authority
- JP
- Japan
- Prior art keywords
- switch
- circuit
- acceleration
- vehicle
- self
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
- 230000001133 acceleration Effects 0.000 claims description 48
- 230000004044 response Effects 0.000 claims description 21
- 230000009471 action Effects 0.000 claims description 2
- 230000005484 gravity Effects 0.000 claims 2
- 241001417501 Lobotidae Species 0.000 description 24
- 238000010586 diagram Methods 0.000 description 6
- 230000004913 activation Effects 0.000 description 1
- 230000008901 benefit Effects 0.000 description 1
- 230000008033 biological extinction Effects 0.000 description 1
- 239000003990 capacitor Substances 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 230000010354 integration Effects 0.000 description 1
- 230000007794 irritation Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000007935 neutral effect Effects 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 230000000284 resting effect Effects 0.000 description 1
- 238000004804 winding Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
- B60Q1/00—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor
- B60Q1/26—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to indicate the vehicle, or parts thereof, or to give signals, to other traffic
- B60Q1/50—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to indicate the vehicle, or parts thereof, or to give signals, to other traffic for indicating other intentions or conditions, e.g. request for waiting or overtaking
- B60Q1/52—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to indicate the vehicle, or parts thereof, or to give signals, to other traffic for indicating other intentions or conditions, e.g. request for waiting or overtaking for indicating emergencies
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
- B60Q1/00—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor
- B60Q1/26—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to indicate the vehicle, or parts thereof, or to give signals, to other traffic
- B60Q1/44—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to indicate the vehicle, or parts thereof, or to give signals, to other traffic for indicating braking action or preparation for braking, e.g. by detection of the foot approaching the brake pedal
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Lighting Device Outwards From Vehicle And Optical Signal (AREA)
Description
【発明の詳細な説明】
産業上の利用分野
本発明は衝突事故および非常制動（急ブレー
キ）の場合に自動車の任意に手動で開閉できる警
報フラツシユ装置に自動的にスイツチを入れる装
置に関する。DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a device for automatically switching on an optionally manually openable/closeable warning flashing device of a motor vehicle in the event of a collision or emergency braking.
従来の技術
本願特許請求の範囲第１項の従来技術部分に記
載の型で、応答しきい値が車両の走行面に作用す
る加速度に対する円すい台形の物体の、磁気作用
によつて支持された傾斜慣性によつて決められる
慣性スイツチを持つ回路装置は既に公知である
（ドイツ特許公報第2706962号、ドイツ公開公報第
2937040号）。この傾斜慣性が克服された後に、物
体が傾斜したとき電気スイツチが閉じ、自己保持
回路を持つ回路装置を直接駆動し、車両の警報フ
ラツシユ装置にスイツチを入れる。PRIOR ART A type according to the prior art part of claim 1, in which the response threshold is the magnetically supported inclination of a trapezoidal object to the acceleration acting on the running surface of the vehicle. Circuit arrangements with inertia-determined inertia switches are already known (German Patent Publication no. 2706962;
No. 2937040). After this tilting inertia has been overcome, when the object tilts, the electrical switch closes and directly drives the circuit arrangement with the self-holding circuit and switches on the vehicle's warning flash device.
この装置は障害物（他の車両、案内レール等）
と衝突した場合以外に非常制動の場合にも自動的
に警報フラツシユ装置にスイツチを入れなければ
ならないので、衝突でなく（制動で）減速したと
きにも物体をその静止位置からそらせることがで
きるためには、物体の傾斜慣性は比慣的小さくと
られなければならない。 This device may be blocked by obstacles (other vehicles, guide rails, etc.)
In addition to the case of a collision with a vehicle, the alarm flash device must be switched on automatically in the case of emergency braking, so that the object can be deflected from its resting position even when the object is decelerated (due to braking) and not due to a collision. , the tilt inertia of the object must be kept relatively small.
しかしこれによつて、道路の穴や縁石の稜のよ
うな路面のでこぼこによつてその上を進む車両に
作用する、短く激しい制動または衝撃のために即
座に、しかし意図的でなく警報フラツシユ装置に
スイツチが入るので、ドライバおよびその周りの
道路使用者は不必要にいらいらさせられる。 However, this may cause an immediate but unintentional warning flashing device to act on a vehicle traveling over a road surface irregularity, such as a pothole or curb ridge. This causes unnecessary irritation to the driver and other road users.
ドイツ公開公報第2218668号にも同じく本願特
許請求の範囲第１項の従来技術部分に記載の型
で、ばねの力で復帰できる慣性質量を持ち、応答
しきい値がばねの力を変えることにより調節でき
る慣性スイツチを備えた装置が示されている。 German Published Publication No. 2218668 also describes the type described in the prior art part of claim 1 of the present application, which has an inertial mass that can be reset by the force of a spring, and whose response threshold value is changed by changing the force of the spring. A device with an adjustable inertia switch is shown.
発明が解決しようとする問題点
本発明の目的は、本願特許請求の範囲第１項の
従来技術部分に記載の装置を、衝突事故の高い加
速度値のときには遅滞なく、しかし車両の減速度
または加速度が低いときには時間遅延してその作
用持続時間に依存して警報フラツシユ装置に自動
的にスイツチを入れ、各自動的にスイツチを入れ
た後には警報フラツシヤ・スイツチまたは点火ス
イツチによつて手動でスイツチを切ることができ
るように構成することである。Problems to be Solved by the Invention It is an object of the present invention to provide a device according to the prior art part of claim 1 without delay at high acceleration values of a collision, but when the deceleration or acceleration of the vehicle When the alarm is low, the alarm flasher is switched on automatically with a time delay depending on its duration of action, and after each automatic switch on, it is switched on manually by the alarm flasher switch or the ignition switch. The purpose is to configure it so that it can be cut.
問題点を解決するための手段
この目的は本発明によれば本願特許請求の範囲
第１項の特徴部分に記載の構成によつて達成され
る。Means for Solving the Problem This object is achieved according to the invention by the configuration described in the characterizing part of claim 1.
高い応答しきい値の慣性スイツチと低い応答し
きい値の加速センサとを並列に接続することによ
り、まず装置のセンサが分割され、それによつて
高い加速度（衝突事故）と低い加速度（全制動、
非常制動）とを確実に検出し区別することができ
る。本発明の装置の大きな利点は、積分回路とし
きい値スイツチとを加速度センサの出力の後ろに
接続することにより加速度センサのパルス状信号
は積分回路の消去時定数が小さいときろ波される
が、たとえば非常制動または横すべりのときの加
速度センサの長時間存在する信号は積分回路の出
力信号を、最終的にしきい値スイツチが導通し、
警報フラツシユ装置にスイツチが入れられるまで
増大させることである。 By connecting an inertial switch with a high response threshold in parallel and an acceleration sensor with a low response threshold, the device's sensors are first divided, thereby allowing high acceleration (crash) and low acceleration (full braking,
(emergency braking) can be reliably detected and distinguished. A significant advantage of the device of the invention is that by connecting the integrator circuit and the threshold switch after the output of the acceleration sensor, the pulsed signal of the acceleration sensor is filtered out when the cancellation time constant of the integrator circuit is small; For example, during emergency braking or skidding, the long-standing signal of the acceleration sensor is transferred to the output signal of the integrator circuit, which is finally passed through the threshold switch.
increase until the alarm flasher is turned on.
ドイツ公開公報第3208115号にはとりわけ自動
車の警報フラツシユ装置に自動的にスイツチを入
れ、２つの異なる慣性スイツチを持つ装置が既に
示されている。それらの一方は運転の減速度を検
出するためだけのものであり、他方は止めた自動
車の振動を検出するためだけのものである。 German Published Application No. 3208115 already shows, inter alia, a device for automatically switching on a warning flasher in a motor vehicle, which has two different inertial switches. One of them is only for detecting the deceleration of driving, and the other is only for detecting the vibrations of a stopped car.
後者の慣性スイツチはRCフイルタ部材の後ろ
に接続されるが、本件の機能を行なう場合には信
号の遅延は起こさせてはならない。さらにWO−
A185／04626からエンジン・ブレーキだけによつ
て減速されたときにも自動車の制動灯にスイツチ
を入れる装置は公知であり、それでは信号遅延素
子が負圧（低圧）で駆動されるセンサ・スイツチ
の後ろに接続され、たとえばギヤ・シフトのため
に短時間ブレーキ・ペダルを離すごとの制動灯の
ちらつきは抑制される。 The latter inertial switch is connected after the RC filter element, but must not cause any signal delay when performing this function. Furthermore, WO−
From A185/04626 devices are known which switch on the brake lights of a motor vehicle even when the vehicle is decelerated only by the engine brake, in which the signal delay element is placed behind a sensor switch driven by negative pressure (low pressure). The flickering of the brake lights is suppressed each time the brake pedal is briefly released, for example to shift gears.
慣性スイツチの出力としきい値スイツチの出力
とのOR結合に基づいてこれらのスイツチの１つ
の応答によつて自動車の警報フラツシユ装置が自
動的に駆動される。 Based on the OR combination of the output of the inertial switch and the output of the threshold switch, the response of one of these switches automatically activates the vehicle's warning flash system.
発進加速度が大きい大馬力の自動車において
は、最大加速度のときに警報フラツシユ装置に自
動的にスイツチが入るのを防止するために、本発
明の他の好ましい実施例によれば加速度センサの
出力信号は積分回路の前または後ろで制動信号と
AND回路によつて結合されることが必要である。 In high horsepower motor vehicles with high starting accelerations, in order to prevent automatic activation of the alarm flashing device at maximum acceleration, according to another preferred embodiment of the invention, the output signal of the acceleration sensor is Brake signal and brake signal before or after the integrator circuit
They need to be combined by an AND circuit.
本発明の他の好ましい実施例では付加的な接点
が加速度感応回路装置に設けられ、それは自動車
がその縦軸または横軸の周りに180゜回転したとき
応答し、たとえば車両が道路からはずれて転覆し
て屋根の上になつたとき同じく警報フラツシユ装
置を駆動する。とりわけ暗やみにおいては、対応
して装備された、道路からはずれた事故車はかな
りの非常信号を発生する。 In another preferred embodiment of the invention, additional contacts are provided in the acceleration sensitive circuit arrangement, which respond when the vehicle rotates 180° about its longitudinal or transverse axis, such as when the vehicle leaves the road and rolls over. It also activates the alarm flash device when the vehicle reaches the roof. Particularly in the dark, a correspondingly equipped accident vehicle running off the road generates a considerable emergency signal.
明らかに高い応答しきい値を持つ慣性スイツチ
も走行面に作用しない加速度にもつと迅速に応答
する屋根位置（ルーフ・ポジシヨン）接点と結合
することができる。 An inertia switch with a clearly high response threshold can also be combined with a roof position contact that responds quickly to accelerations that do not act on the running surface.
屋根位置接点は、速度センサまたは加速度感応
回路装置の出力信号AND回路によつて制動信号
と結合されるとき設けられることが好ましいが、
しかしこの結合が存在しないときは明らかに加速
度センサに統合される。 Preferably, the roof position contact is provided when the output signal of the speed sensor or acceleration sensitive circuit device is combined with the braking signal by an AND circuit,
However, when this coupling is not present, it is clearly integrated into the acceleration sensor.
実施例
第１図に示す車両電源として設けられたバツテ
リ１からプラス電圧が端子KL30、慣性スイツチ
１１、加速度感応回路装置１２、および点火スイ
ツチ２に印加される。点火スイツチ２が閉じてい
るときはプラス電圧は端子KL15にもかかる。Embodiment A positive voltage is applied to a terminal KL30, an inertia switch 11, an acceleration sensitive circuit device 12, and an ignition switch 2 from a battery 1 provided as a vehicle power source shown in FIG. When ignition switch 2 is closed, positive voltage is also applied to terminal KL15.
手動操作可能な警報フラツシヤ・スイツチ４は
機械的に結合され、共通に操作される開閉スイツ
チ５と切換スイツチ６とを持つ。切換スイツチの
一方の接点は端子KL15に接続され、他方の接点
は端子KL30に接続されている。これらの両接続
の間で切換スイツチ６の接続ブリツジはあちらこ
ちらと切り換えることができ、開閉スイツチ５が
開いているときには、すなわち警報フラツシヤ装
置が切れているときには、端子KL15につながつ
ており、開閉スイツチ５が閉じているときには端
子KL30につながつている。切換スイツチ６の固
定接点からラインがフラツシユ発生器７に達し、
ここから分枝がリレー９の第１スイツチ９．１に
達している。 A manually operable alarm flasher switch 4 has an opening/closing switch 5 and a changeover switch 6 which are mechanically coupled and commonly operated. One contact of the changeover switch is connected to terminal KL15, and the other contact is connected to terminal KL30. Between these two connections the connecting bridge of the changeover switch 6 can be switched to and fro, so that when the on-off switch 5 is open, i.e. when the alarm flasher device is switched off, it is connected to terminal KL15 and the on-off switch is switched off. When 5 is closed, it is connected to terminal KL30. A line reaches the flash generator 7 from the fixed contact of the changeover switch 6,
From here a branch reaches the first switch 9.1 of relay 9.
フラツシユ発生器７の出力からラインが進行方
向スイツチ３に達している。このラインはリレー
９の第２スイツチ９．２と警報フラツシヤ・スイ
ツチ４の開閉スイツチ５とに達する分枝を持つて
いる。両スイツチ９．２，５は並列接続され、そ
れぞれダイオード１７を経てフラツシヤ８Ｒ，８
Ｌをフラツシユ発生器７と接続している。図式の
簡単化のために車両の各側に対して１つのフラツ
シヤだけを示す。すなわち右側に対しては８Ｒ、
左側に対しては８Ｌで示す。これらに他のフラツ
シヤや制御灯を並列に接続できることは明白であ
る。 A line from the output of the flash generator 7 reaches the forward direction switch 3. This line has a branch that reaches the second switch 9.2 of the relay 9 and the on/off switch 5 of the alarm flasher switch 4. Both switches 9.2 and 5 are connected in parallel and connected to flashers 8R and 8 through diodes 17, respectively.
L is connected to the flash generator 7. Only one flasher is shown for each side of the vehicle to simplify the diagram. That is, 8R for the right side,
For the left side it is designated 8L. It is obvious that other flashers and control lights can be connected in parallel to these.
進行方向スイツチ３は手で選択的にその中立位
置から偏れさせたときにフラツシヤ８Ｒまたは８
Ｌをフラツシユ発生器７と接続させる。 The direction of travel switch 3 moves to the flasher 8R or 8 when selectively deflected by hand from its neutral position.
Connect L to the flash generator 7.
ダイオード１７もスイツチ方式を簡単にするた
めだけのものである。スラツシヤの前の不必要な
電圧降下を避けるためにスイツチ９．２，５にそ
れぞれ２つの並列のスイツチ接点を設ける。これ
らは共通の入力接続を持つが、別々の出力接続に
よつてフラツシヤ８Ｒまたは８Ｌに接続されるの
で、これらは共通に警報フラツシヤにスイツチを
入れることができるが、スイツチ９．２，５が開
いているときは電気的に分離されて意図的な方向
指示灯は同時には点灯しない。 Diode 17 is also provided only to simplify the switching system. In order to avoid unnecessary voltage drops before the slashers, switches 9.2, 5 are each provided with two parallel switch contacts. These have a common input connection, but are connected by separate output connections to the flashers 8R or 8L, so that they can commonly switch on the alarm flashers, but only when switches 9.2, 5 are opened. Intentional turn signals are electrically separated and do not turn on at the same time.
リレー９の自己保持回路１０はリレー９が慣性
スイツチ１１または加速度感応回路装置１２によ
つてまず制御されるとすぐ点火スイツチ２を経て
警報フラツシヤ・スイツチ４の切換スイツチ６お
よびスイツチ９．１を閉じるであろう。 The self-holding circuit 10 of the relay 9 closes the changeover switch 6 and the switch 9.1 of the alarm flasher switch 4 via the ignition switch 2 as soon as the relay 9 is first controlled by the inertia switch 11 or the acceleration-sensitive circuit arrangement 12. Will.
回路装置１２は直列接続された少なくとも低い
応答しきい値（およそ0.5〜0.8G）の加速度セン
サ１３、積分回路１４、およびしきい値スイツチ
１５でできている。調節できる抵抗１６によつて
しきい値スイツチ１５の基準値は接続に必要な積
分値およびしたがつて加速度センサ１３の必要な
応答時間を制御することができる。慣性スイツチ
１１は高い応答しきい値（約4G）に対して設け
られたものである。回路装置１２は慣性スイツチ
１１と並列に接続されて慣性スイツチ１１の出力
としきい値スイツチ１５の出力とはOR回路１８
の２つの入力に導入されている。このOR回路の
出力信号は必要とあれば増巾の後にリレー９に供
給される。 The circuit arrangement 12 consists of an acceleration sensor 13 of at least a low response threshold (approximately 0.5 to 0.8 G), an integration circuit 14 and a threshold switch 15 connected in series. By means of the adjustable resistor 16, the reference value of the threshold switch 15 can control the integral value required for the connection and thus the required response time of the acceleration sensor 13. Inertial switch 11 is provided for a high response threshold (approximately 4G). The circuit device 12 is connected in parallel with the inertia switch 11, and the output of the inertia switch 11 and the output of the threshold switch 15 are connected to an OR circuit 18.
is introduced into two inputs. The output signal of this OR circuit is supplied to the relay 9 after being amplified if necessary.
本発明の装置は次の機能を持つ：
点火スイツチ２が閉じ、警報フラツシヤ・スイ
ツチ４が図示の位置にあるときには、正電圧がフ
ラツシユ発生器７、リレー９のスイツチ９．１、
およびバツテリ１から直接慣性スイツチ１１およ
びスイツチ装置１２にある。通常のようにドライ
バは進行方向スイツチ３も警報フラツシヤ・スイ
ツチ４も手動操作することができ、第１の場合に
は方向指示がなされ、第２の場合にはすべてのフ
ラツシヤ８Ｒ，８Ｌが警報フラツシユされる。両
過程は対応したスイツチ操作によつて手動で切る
ことができるので、スイツチ３，４は再び図示の
位置になる。 The device according to the invention has the following functions: When the ignition switch 2 is closed and the alarm flasher switch 4 is in the position shown, a positive voltage is applied to the flash generator 7, the switch 9.1 of the relay 9,
and directly from the battery 1 to the inertia switch 11 and switch device 12. As usual, the driver can manually operate both the direction switch 3 and the warning flasher switch 4, in the first case a direction is given and in the second case all flashers 8R, 8L are activated by the warning flasher. be done. Both processes can be switched off manually by actuating the corresponding switches, so that the switches 3, 4 are again in the position shown.
車両に走行面の成分が4Gの値を越える加速度
または減速度が作用すると、慣性スイツチ１１が
閉じ、OR回路１８を経てリレー９を駆動するの
で、両スイツチ９．１，９．２は図示されていな
い閉じ位置にされる。 When acceleration or deceleration in which the running surface component exceeds the value of 4G is applied to the vehicle, the inertia switch 11 closes and drives the relay 9 via the OR circuit 18, so both switches 9.1 and 9.2 are not shown. Not in the closed position.
自己保持回路１０は今やバツテリのプラスから
点火スイツチ２、端子KL15、切換スイツチ６、
スイツチ９．１、およびリレーの巻線９を経てバ
ツテリのマイナスに接続される。リレーのスイツ
チ９．２は同時に警報フラツシヤ開閉スイツチ５
にまたがつているので、両フラツシヤ８Ｒ，８Ｌ
はフラツシユ発生器７からスイツチ９．２とダイ
オード１７とを経て警報フラツシユのために電圧
パルスを受け取る。 The self-holding circuit 10 now connects the positive battery to the ignition switch 2, terminal KL15, selector switch 6,
It is connected to the negative terminal of the battery via the switch 9.1 and the winding 9 of the relay. Relay switch 9.2 simultaneously operates alarm flasher open/close switch 5.
Since it straddles both flats 8R and 8L.
receives voltage pulses from the flash generator 7 via the switch 9.2 and the diode 17 for the alarm flash.
路面がでこぼこの場合には高い加速度は車両に
作用することができないので、慣性スイツチ１１
は加速度に応答しない。しかし鋭敏な加速度セン
サ１３はこのときにも既に応答しているので出力
信号が積分回路１４に与えられる。積分回路１４
は好ましくは充電時定数が放電または消滅時定数
より大きいRC回路で構成することができる。し
たがつて、たとえばでこぼこの路面を進行すると
きには、加速度センサ１３のパルス状の出力信号
は、コンデンサは比較的小さい放電抵抗を経て急
速に再び放電するので、しきい値スイツチ１５を
導通させるための積分回路１４の充電には十分で
はない。 If the road surface is uneven, high acceleration cannot be applied to the vehicle, so the inertia switch 11
does not respond to acceleration. However, since the sensitive acceleration sensor 13 has already responded at this time, an output signal is given to the integrating circuit 14. Integrating circuit 14
can preferably be constituted by an RC circuit in which the charging time constant is larger than the discharging or extinction time constant. Therefore, for example, when traveling over an uneven road surface, the pulsed output signal of the acceleration sensor 13 is used to cause the threshold switch 15 to conduct, since the capacitor quickly discharges again through a relatively small discharge resistance. This is not enough to charge the integrating circuit 14.
これに対して車両が非常事態において急ブレー
キをかけられると、加速度センサ１３は停止電圧
信号を積分回路１４に与える。積分回路１４はそ
れによつて最終的にしきい値スイツチ１５の基準
値が達成されて導通するまで充電される。そうす
ると、慣性スイツチ１１が閉じた場合と同様にし
てリレー９はOR回路１８を経て制御され、自己
保持されて警報フラツシユ装置にスイツチを入れ
る。 On the other hand, when the vehicle is suddenly braked in an emergency situation, the acceleration sensor 13 provides a stop voltage signal to the integrating circuit 14. Integrator circuit 14 is thereby charged until finally the reference value of threshold switch 15 is achieved and it becomes conductive. Then, the relay 9 is controlled via the OR circuit 18 in the same manner as when the inertia switch 11 is closed, and is self-held to switch on the alarm flash device.
リレーのスイツチ９．２によつてスイツチを入
れられた警報フラツシユ装置のスイツチを切るた
めに、自己保持回路１０は点火スイツチ２を開く
かまたは警報フラツシヤ・スイツチ４中の切換ス
イツチ６を切り換えることによつて図示しない位
置にすることができる。後者の場合には切換スイ
ツチ６の接触アームは切換作動の間、端子KL15
から端子KL30へ重なりなしに切り換わるので、
短時間電圧がかからない。したがつて、切換スイ
ツチ６は警報フラツシヤ開閉スイツチ５と共通に
だけ作動できるので、警報フラツシユ装置は同時
に手でスイツチが入れられる。しかしスイツチを
入れられてロツクされた警報フラツシヤ・スイツ
チ４を再び操作することにより警報フラツシユ装
置は最終的にスイツチが切られる。 In order to switch off the alarm flash device switched on by the switch 9.2 of the relay, the self-holding circuit 10 opens the ignition switch 2 or switches the transfer switch 6 in the alarm flasher switch 4. Therefore, it can be placed in a position not shown. In the latter case, the contact arm of changeover switch 6 is connected to terminal KL15 during the changeover operation.
Since it switches from to terminal KL30 without overlapping,
No voltage is applied for a short time. Therefore, the changeover switch 6 can only be operated in common with the alarm flasher opening/closing switch 5, so that the alarm flasher can be manually switched on at the same time. However, the alarm flasher device is finally switched off by operating the alarm flasher switch 4 again which has been switched on and locked.
第２図には第１図の回路図の一部に加えて制動
信号発生器２１と制動灯２２とが示してある。制
動信号発生器２１の出力信号としきい値スイツチ
１５の出力信号とはAND回路１９において論理
結合される。その出力は慣性スイツチ１１の出力
と並行にOR回路１８の入力に与えられる。 In addition to a part of the circuit diagram of FIG. 1, FIG. 2 also shows a brake signal generator 21 and a brake light 22. The output signal of the braking signal generator 21 and the output signal of the threshold switch 15 are logically combined in an AND circuit 19. Its output is applied to the input of an OR circuit 18 in parallel with the output of the inertia switch 11.
加速度センサ１３の応答が持続しているとき警
報フラツシユ装置に自動的にスイツチを入れるた
めには制動信号発生器２１の制動信号としきい値
スイツチ１５の出力信号とは同時にはAND回路
１９に与えられなければならない。出力（馬力）
の大きい自動車が一ぱいに加速されたときには加
速度センサ１３の可能な応答にもかかわらず警報
フラツシユ装置は自動的にはスイツチは入れられ
ない。 In order to automatically switch on the alarm flash device when the response of the acceleration sensor 13 continues, the braking signal of the braking signal generator 21 and the output signal of the threshold switch 15 are simultaneously applied to the AND circuit 19. There must be. Output (horsepower)
When a large motor vehicle is fully accelerated, the alarm flash device is not automatically switched on despite the possible response of the acceleration sensor 13.
第３図は同じく第１図の回路図の一部を示し、
ここではAND回路１９′に制動信号発生器２１の
出力と加速度センサ１３の出力とが積分回路１４
の前で同時に供給される。それに加えてプラスの
電圧がかけられた屋根位置接点２０が設けられ、
その出力は積分回路１４の入力に接続されてい
る。 Figure 3 also shows a part of the circuit diagram in Figure 1,
Here, the output of the braking signal generator 21 and the output of the acceleration sensor 13 are connected to the AND circuit 19'.
are supplied at the same time in front of the In addition, a roof position contact 20 to which a positive voltage is applied is provided,
Its output is connected to the input of an integrating circuit 14.
この装置は次のように働く。積分回路１４には
その入力としてAND回路１９′の入力に加速度セ
ンサ１３の出力信号と制動信号発生器２１の出力
信号とが同時に存在するときだけAND回路１
９′の出力が供給される。しかしながら、上記の
装置を備えた車両が転覆して屋根で着地した後に
屋根位置接点２０が閉じることにより、慣性スイ
ツチ１１が応答せず、加速度センサが短時間だけ
応答するときにも警報フラツシユ装置の非常信号
が自動的に発生される。 This device works as follows. The integrating circuit 14 inputs the AND circuit 1 only when the output signal of the acceleration sensor 13 and the output signal of the braking signal generator 21 are simultaneously present at the input of the AND circuit 19'.
9' output is provided. However, after a vehicle equipped with the above-mentioned device overturns and lands on its roof, the roof position contact 20 closes, causing the inertial switch 11 to fail to respond and the acceleration sensor to respond only for a short period of time. An emergency signal is automatically generated.
慣性スイツチ１１と加速度センサ１３とはここ
では異なるものとして示されているが、各応答し
きい値を4Gおよび0.5〜0.8Gにすることができる
ならば、原理的には同じ構造のものとすることが
できる。このような加速度スイツチは一般に公知
であるので、ここではその構造を詳述しない。上
記の4Gおよび0.5〜0.8Gの応答しきい値は近似値
である。 Although the inertial switch 11 and the acceleration sensor 13 are shown as different here, if the respective response thresholds can be set to 4G and 0.5 to 0.8G, they should have the same structure in principle. be able to. Since such acceleration switches are generally known, their structure will not be described in detail here. The 4G and 0.5-0.8G response thresholds above are approximations.
とりわけ加速度センサ１３の応答しきい値が低
いとき、明らかに、たとえばきわめて急な坂道を
下るとき、可能な応答までの十分な間隔と、同時
に制動とを維持しなければならない。0.5Gとい
う低いしきい値は、糸の振子の支点が上記の値で
水平に加速されたとき、振子が鉛直線から約
26.5゜傾くことに相当する。この振子の傾斜は50
％のランプ（傾斜路）を進行するとき起こる。こ
れは悪路（クロス・カントリ）用車両のとき関係
のある範囲である。 Particularly when the response threshold of the acceleration sensor 13 is low, obviously, for example when descending a very steep slope, a sufficient interval between possible responses and at the same time braking must be maintained. The low threshold of 0.5G means that when the fulcrum of the string pendulum is accelerated horizontally at the above value, the pendulum is approximately
This corresponds to a tilt of 26.5°. The slope of this pendulum is 50
% occurs when proceeding down a ramp (ramp). This is a relevant range for cross-country vehicles.
リレー９は自明のように同じ機能の電子回路で
置き換えることができる。回路図でリレーとした
のは簡単化と直観性とのためである。 Relay 9 can obviously be replaced by an electronic circuit with the same function. The reason for using relays in the circuit diagram is for simplicity and intuitiveness.
第１図は本発明の装置の全回路図である。第２
図は変形として加速信号と制動信号との結合を含
んだ回路図の一部である。第３図は加速度信号と
制動信号との結合とともにさらに屋根位置接点を
備えた本発明のさらに他の実施例である。
FIG. 1 is a complete circuit diagram of the device of the invention. Second
The figure is part of a circuit diagram that includes, as a modification, a combination of acceleration and braking signals. FIG. 3 shows yet another embodiment of the invention that further includes a roof position contact as well as a combination of acceleration and braking signals.
Claims (1)
作用する加速度に応答して自己保持回路を持つ回
路装置によつて、手動操作できる警報フラツシヤ
開閉スイツチにまたがつて警報フラツシユ装置に
スイツチを入れる慣性スイツチと、自己保持回路
を持つスイツチ装置を手動操作して慣性スイツチ
によつて作用されて自動的にスイツチを入れた後
に自己保持回路を切つてスイツチを切る切換スイ
ツチとを備えた、衝突事故と非常制動のときに自
動車の任意に手動で開閉できる警報フラツシユ装
置に自動的にスイツチを入れる装置であつて、 低い応答しきい値および遅延回路特性を持つ、
すなわち応答しきい値を長く持続して越えたとき
だけスイツチを入れる信号を発生する加速度感応
回路装置１２が高い応答しきい値を持つ慣性スイ
ツチ１１と並列に接続され、 これらの両出力はOR回路１８を経て自己保持
回路１０を持つ回路装置９にそれを駆動するため
に接続され、 手動操作できる警報フラツシヤ開閉スイツチ５
が自己保持回路１０と接続された切換スイツチ６
と機械的に結合され、 切換スイツチ６は点火スイツチ２を経て供給さ
れる電圧（KL15）とバツテリ１から直接供給さ
れる電圧（KL30）との間で重なりなしに切り換
えることができ、切換えのときに閉じた自己保持
回路１０をしや断する ことを特徴とする装置。 ２ 加速度感応回路装置１２は低い応答しきい値
を持つ加速度センサ１３と、積分回路１４と、し
きい値スイツチ１５との直列接続で構成されてい
ることを特徴とする特許請求の範囲第１項記載の
装置。 ３ 積分回路１４は放電時定数が充電時定数より
小さいRC回路で構成されていることを特徴とす
る特許請求の範囲第２項記載の装置。 ４ 加速度センサ１３は重力の加速度の0.5〜0.8
倍の車両の空間的加速度から応答し、出力信号を
積分回路に与えることを特徴とする特許請求の範
囲第２項記載の装置。 ５ 車両の走行面の加速度に対する慣性スイツチ
１１の応答しきい値は重力の加速度の４倍である
ことを特徴とする特許請求の範囲第１項記載の装
置。 ６ 加速度感応回路装置１２の出力はOR回路１
８の前でAND回路で制動信号発生器２１の出力
と結合されていることを特徴とする、制動信号発
生器を持つ自動車における特許請求の範囲第１項
または第２項記載の装置。 ７ 加速度センサ１３の出力はAND回路１９′に
よつて制動信号発生器２１の出力と結合されてい
ることを特徴とする、制動信号発生器を持つ自動
車における特許請求の範囲第２項記載の装置。 ８ 加速度感応回路装置１２はさらに、車両が縦
軸または横軸の周りに180゜回転した後に自己保持
回路１０を持つ回路装置９を駆動する屋根位置接
点２０を持つことを特徴とする特許請求の範囲第
６項または第７項記載の装置。[Claims] 1. At least in the thrust direction, a warning flash device is connected to a manually operable warning flasher opening/closing switch by a circuit device having a self-holding circuit in response to acceleration acting on the running surface of the vehicle. The switch is equipped with an inertia switch that turns on the switch, and a changeover switch that manually operates a switch device having a self-holding circuit to turn on the switch automatically under the action of the inertia switch, and then turns off the self-holding circuit to turn off the switch. , a device that automatically switches on a warning flash device that can be manually opened and closed at will in a vehicle in the event of a collision and emergency braking, which has low response threshold and delay circuit characteristics;
That is, an acceleration sensitive circuit device 12, which generates a signal for switching on only when a response threshold is exceeded for a long time, is connected in parallel with an inertial switch 11 having a high response threshold, and both outputs are connected to an OR circuit. A manually operable alarm flasher opening/closing switch 5 is connected to the circuit device 9 having the self-holding circuit 10 via the circuit 18 to drive it.
is connected to the self-holding circuit 10.
The changeover switch 6 can switch between the voltage supplied via the ignition switch 2 (KL15) and the voltage supplied directly from the battery 1 (KL30) without overlap, and when switching A device characterized in that the self-holding circuit 10, which is closed, is disconnected. 2. Claim 1, characterized in that the acceleration sensitive circuit device 12 is composed of an acceleration sensor 13 having a low response threshold, an integrating circuit 14, and a threshold switch 15 connected in series. The device described. 3. The device according to claim 2, wherein the integrating circuit 14 is constituted by an RC circuit whose discharge time constant is smaller than the charge time constant. 4 Acceleration sensor 13 is 0.5 to 0.8 of the acceleration of gravity
3. Apparatus according to claim 2, characterized in that it responds from twice the spatial acceleration of the vehicle and provides an output signal to an integrating circuit. 5. The device according to claim 1, wherein the response threshold of the inertia switch 11 to the acceleration of the running surface of the vehicle is four times the acceleration of gravity. 6 The output of the acceleration sensitive circuit device 12 is the OR circuit 1
3. Device according to claim 1 or 2, in a motor vehicle with a brake signal generator, characterized in that the output of the brake signal generator (21) is coupled with the output of the brake signal generator (21) by an AND circuit before the brake signal generator (21). 7. The device according to claim 2 in a motor vehicle having a brake signal generator, characterized in that the output of the acceleration sensor 13 is combined with the output of the brake signal generator 21 by an AND circuit 19'. . 8. The acceleration-sensitive circuit arrangement 12 further comprises a roof position contact 20 which drives the circuit arrangement 9 with the self-holding circuit 10 after the vehicle has rotated through 180° about the longitudinal or transverse axis. Apparatus according to scope 6 or 7.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE3616826A DE3616826C1 (en) | 1986-05-17 | 1986-05-17 | Device for automatically switching on a hazard warning system |
| DE3616826.2 | 1986-05-17 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS62273136A JPS62273136A (en) | 1987-11-27 |
| JPH0369731B2 true JPH0369731B2 (en) | 1991-11-05 |
Family
ID=6301154
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP62117239A Granted JPS62273136A (en) | 1986-05-17 | 1987-05-15 | Device for automatically incorporating switch to alarm flashdevice |
Country Status (4)
| Country | Link |
|---|---|
| US (1) | US4723078A (en) |
| EP (1) | EP0246436B1 (en) |
| JP (1) | JPS62273136A (en) |
| DE (2) | DE3616826C1 (en) |
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| GB2038115B (en) * | 1978-12-20 | 1982-08-25 | Brooks J | Motor vehicle deceleration alarm device |
| DE2937040C2 (en) * | 1979-09-13 | 1986-12-11 | Friz + Wahl GmbH, 7100 Heilbronn | Acceleration limit value switching device for controlling hazard warning systems in motor vehicles |
| US4346365A (en) * | 1979-09-17 | 1982-08-24 | Ingram Charles E | Stopped vehicle warning device |
| US4384269A (en) * | 1979-12-13 | 1983-05-17 | Carlson Robert W | Vehicle acceleration/deceleration warning system having turn signal features |
| JPS638507Y2 (en) * | 1980-01-25 | 1988-03-14 | ||
| DE3107919A1 (en) * | 1981-03-02 | 1982-09-16 | Hermann 8334 Wurmannsquick Hölzlwimmer | Automatic warning system switch for vehicles |
| DE3208115A1 (en) * | 1981-03-02 | 1983-10-20 | Hölzlwimmer, Hermann, 8334 Wurmannsquick | Automatic hazard-warning-system switch for vehicles |
| US4403210A (en) * | 1982-01-29 | 1983-09-06 | P. Sully Co. | Brake light enhancer circuit |
| GB2119880B (en) * | 1982-05-11 | 1985-11-20 | Peter Burton | Braking indicator |
| US4470036A (en) * | 1983-08-29 | 1984-09-04 | John F. Doerr | Safety light warning system for vehicles and the like |
| WO1985004626A1 (en) * | 1984-04-04 | 1985-10-24 | Lambert Jean Claude | Stop lights control device for an automobile vehicle |
| DE3425281A1 (en) * | 1984-07-10 | 1986-01-16 | Robert Bosch Gmbh, 7000 Stuttgart | CIRCUIT ARRANGEMENT FOR THE REGISTRATION OF ERRORATE TRIGGER SIGNALS FOR A RESTRAINT SYSTEM |
| US4594574A (en) * | 1984-11-05 | 1986-06-10 | Thurman John S | Vehicle motion signalling system |
| DE8522428U1 (en) * | 1985-08-03 | 1985-10-31 | Hopff, Günter, 4200 Oberhausen | Vehicle with alarm device |
-
1986
- 1986-05-17 DE DE3616826A patent/DE3616826C1/en not_active Expired
-
1987
- 1987-04-03 EP EP87104976A patent/EP0246436B1/en not_active Expired - Lifetime
- 1987-04-03 DE DE8787104976T patent/DE3763541D1/en not_active Expired - Fee Related
- 1987-05-15 JP JP62117239A patent/JPS62273136A/en active Granted
- 1987-05-15 US US07/049,826 patent/US4723078A/en not_active Expired - Fee Related
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5835554U (en) * | 1981-08-31 | 1983-03-08 | 村上 英穂 | Fuens grid fixing method |
Also Published As
| Publication number | Publication date |
|---|---|
| DE3763541D1 (en) | 1990-08-09 |
| DE3616826C1 (en) | 1987-07-02 |
| JPS62273136A (en) | 1987-11-27 |
| EP0246436A3 (en) | 1988-03-02 |
| EP0246436B1 (en) | 1990-07-04 |
| US4723078A (en) | 1988-02-02 |
| EP0246436A2 (en) | 1987-11-25 |
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